Railway brake



W.'H. SAUVAGEL RAILWAY BRAKIE. FILED MAY 13. I920 Feb. 27,1923."

3 SHEETS-SHEET I INVEN TOR.

Feb. 27, 1923. 1,446,771.

w. H.7SAUVAGE. I

' RAILWAY BRAKE.

FILED MAY 13. 1920- 3 SHEETS SHEET 2.

w. H. SAUVAGEQ Feb. 27, 1923.

RAILWAY BRAKE.

man MAY 13, 1920.

Patented Feb. 2 1923..

NI E- WILLIAM H. sAUvAGE, F .BUEEALO, New YORK, Assaenoe a10- sevveea e rt aare COMPANY, .QF NEW YORK, N. Y,

aea -Y aman u w n as my 13, 1. 2.0- S i mwere To all whom it may concern:

Be it known that I, WILLIAM H. SAIIVAGE, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Railway Brakes, of which the following is a'specification This invention relates to improvements in railway brakes and more particularly to the foundation brake rigging of railway cars of all kinds.

One of the objects of the present invention is to provide an improved railway brake mechanism particular y adapted for use on the under side of railway cars of either the passenger or freight car. type, which will be of simple and practical construction, quick acting and exceedingly high powered. Y

A further object is to provide a brake mechanism of the above general character which will be far more eflicient than the brake system now in use and which may be applied to the present equipment without extensive alteration or addition.

AL further object is to provide a brake system of the last above character having relatively few parts which may be inexpen sively manufactured and assembled.

A, further object is to provide an improvement to the present system which may be cut in and out at will as circumstances demand. i

Other objects will be in part obvious and in part hereinafter pointed out.

Reference is made to'the accompanying sheets of drawings forming part of this disclosure and wherein one of various possible embodiments of the system is ullustrated and in the several views of which corresponding elements are denoted by similar reference characters.

In these views,

Figure 1 is a plan and semidiagramn 1atic view of such parts of the complete system as are necessary to understand theseme, certain parts being shown in section or broken away for the sake of clearnes's.

Figure 2 is a sectional view of the twoway check valve.

Figure 3 isv ajsectional. view of a modi- V fied form check valve.

F gure 4 is a plan vi w partly insect-ion showing the automatic take-up "connection Figure 5 is a View at right angles to Fig ure 4: of the partshown therein. i a Figure 6 is'a d-etailviewof certain parts shown in Figures tand 5. I r

Referring now tothe drawings in detail and more "particularly to Figuie lflO denotes the main/power cylinder at one end.

of which is positioned 'afulcrumorjaw11 supporting one end ofa dead lever 12.:"1he opposite end of said lever has pivewu connecte'd'thereto at 13 a pull ro'd'l l leading to the truck brake rigging at one end of the car.

'The cylinder 10 is provided with .a piston 15 pivotally connected" to one endof l'iye lever l6 the opposite end of which is pivoted at 17 to one end'of a pull rod 18-'leadmg to the truck brake rigging-at the 013-" posite' end of the car; 7 The cylinder "levers 12 and 1 6 are connected by a tiej rod' 20,11

The relative positioning, proportioning and location of these parts are all welll'rnown to those skilled in the art and need no further description Iti-s sufficient to state that the proportions"and-positioning may be arranged according to" circumstances as desired and where themech ni-sm'is applied to a single truck car -such as olecasfionally found in street railways, further modifications are necessary. I

Air is admittedto the cylinder 10 through a pipe 21 connected with triple valve 22 which in turn is connected with an auxiliary reservoir by pipe 23 and the usual train brake pipe 24,. these parts being shown 1 provided with an extension or a p'uI I rQd 25 having an eye 26 at :its end wh'ich is connected" by means of chain 27 to hand brake mechanismin the usual mannerjdiagrammatically indicated at 28 thus' per mitting' the Car to braked t e hand" brhke when disconnected from a source of ier t ir rioiseie eee Par cylinder 30 of any desired shape and size being provided with a source of air through pipe 31 leadingto the rear of the piston within the cylinder 10. A main cut-out valve 32 is provided for disconnecting this attachment and a two-way check valve 33 indicated more clearly in Figures 2 and 3 permits fiowof air as hereinafter described.

Referring briefly to Figure '2 it will be noted that this check valve casing 33 is provided with two chambers 34 and 35 connecting the two parts of the pipe 31. The divid ing partition 36 is provided with valve seats and valves 37' and 38 respectively'on its opposite sides both being held in place by I springs 40, the predetermined tension of which may be adjusted by means of nuts 41.

In this manner air pressure necessary to overcomethe check valves both in actuating the piston and permitting release through the triple valve after actuation can be controlled. I p

The cylinder 30, Figure 1, is, of course, provided with a piston 42 which is pivotally connected at 43 to one end of a lever 44, the

opposite end of which lever is pivoted at 45 to a fixed bracket or other support 46 secured to the under side of the car body. The

lever 44-, as shown in Figure 6, is provided with a central opening 47 in'which is mounted a member 48 trunnioned to the lever at 50 so as to be movable therewith. This memher 48 carries a dog 51, Figure 4, having an opening through which the rod 25 is adapted to pass. In the normal position; as shown in Figure 4, a spring 52 is compressed between one side of the dog 51 and member 48.

The dog is held in a position normal to the rod 25 by means of a stop 53 on one side and a push pin 54 on the other, the pin 54 engaging van abutment 55 carried by the supporting bracket 56.

In Figure 3 there isshown a modified form of check valve adapted tobe interposed between the same cylinders as in the relation shown at 33 in Figure 1.. The principal difference between this check valve and that shown in'Flgure 2 is that when a predetermined pressure is obtained under valve stem it rises and the air then immediately gets underthe packing leather piston ordiaphragm piston 61 which by reason of its larger area holds the port62openso that the return check valve 63 could be dispensed with if necessary. On release of the brakes the large piston or diaphragm 61 holds the valve port 62 open until practically all the I air has been exhausted to the atmosphere through the'triple valve. Now referring to the double inlet valve shown in Figure 2,

Ythe check'valve hasa tendency to remain closed even after admitting air past its seat and Wlll not allow proper equalization of pressure greater than the spring difierential which, let it be assumed, is ten pounds. With the valve shown in Figure 3 the brake cylinders are allowed to equalize at the same pressure, that is, fifty pounds in both cylinders instead ofpossibly fifty pounds in one cylinder and forty pounds in the supple- ,mentary or auxiliary cylinder.

With this structure in mind it is' believed that the operation of the system will be clear from the following statement When air is admitted in the usual way by the engineer through the action of the triple valve 22 connected to the standard auxiliary reservoir this air forces out the piston 15 taking up all of the slack and applying the brakes to the wheels through the live and dead levers, brake beams and shoes and associated mechanism as above described. It

not more than ten pounds of air or other predetermined amount is admitted to the cylinder 10 no air will pass through the pipe 31. and controlling valves 38 and the tie rod 25 passes freely through. the dog 51 and associated parts, the dog being held at right angles to this rod 25 by means ofthe pin 54 which holds it thus by being forced against the lev'er'guide at 55. Shouldmore than ten pounds of air be admitted to the cylinder 10 the'inlet check valve 38 to the cylinder 30 will open allowing air to pass into the cylinder 30 and actuate the piston 42 which on movingvery slightly [willrelease the pin 54'and allow the dog 51 to go into action on the tie rod 25 so that'both cylinders will be workingtogether to the full pressure that may be admitted. Owing to the action of this mechanism very little piston travel is derived from cylinder 10 but great power is produced by action of the pressure in cylinder 30 because of the double leverage as shown.

.V hen the brakes are released through the action of the triple valve 22, air passes out through the outlet check valve 37 in the valve casiug 33 and discharges into the fatniosphere through the triple valve in the usual manner. When the piston on the cyl-' inder 30 nearly reaches its full release position the pin 54 strikes the lever guide 55 or other fixed stop provided, for this purpose, thereby unlocking the (log 51 from its action on the tie rod 25 and allowing it to freely For freight cars, no Itripl'ewalve to date has been perfected for: larger 'itll'flll'l rten inch brake cylinders-so the construction-herein shown is preferable for heavy cars xrequiring braking power to permit handling roars of over fifty tons capacity, 1: i

The hand brake chain tisgattac'hed in the manner herein shown and described thus permitting an vop'er ationlof the rod :and associated parts vin the *usualmanner. 'The leverage and the-diameter ofcylindersican be proportioned :to suit {the load .orobraking conditions and the .icut-out cook 32 will permit vthe second cylinder attachment to be dispensed with :at will. Extensive tests have proven however that the use of the handbrake is not to he recommended. With rte-nt0% empty and 40% a 120 ton car can be brakedloaded by normally opening and closing the cut-out cook '32. The piston :rod' incylinderSt) is directly atinch cylinders V tached to the .lever H and trunnion box 48 to always release the :dogtl when this lever moves into full release position thus forcing thexunlocking pin 54 totrip the :dog and hold it stationary when the hand brakes are -:applied. 'No matter what the piston travel of cylinder :10 may. be cylinder does ,not .go into action until the pressure under the inlet check valve in. control valve 33 overcomes the spring pressure on said inlet check valve 38;

It is thus seen that the present invention provides a simple and practical construction adapted to accorriplislnamong others, all of the objects and advantages herein set forth.

Without 1 further analysis,- the foregoing willso fully reveal the gist ofthis invention that others canby applying current knowl- :edge readily adapt it for various, applications without omitting certain features that,

"from the standpoint of the prior art, fairly constitute essential characteristics of the generic or specific aspects oil-this invention,

and therefore-such adap ations should and are intended to be comprehended within the meaning and range of equivalency of: the following claims. f 3 v;

' --What I claim is:- v r V ,1. In a brake system, in combination, a

power cylinder havinglive and vdead levers associated connected with the power cylinder, means connecting the auxiliary cylinder with the live lever, and anautoma-tic control valve 1 in'the connectingmeans between said cylinders wherebyi said auxiliary cylinder goes into operation when the pressure admitted v to the -maincylinder'exceeds a predetermined pressure, and means whereby pressure within the two cylinders is equalized at high pressure. a r. v '2.-In a, brakev system, in combination, a

main cylinder connected with a source of therewith, an auxiliary cylinder Zia air pressure,. l=ive and qdead fl eversiconneoted therewith, an wauad liary zcylinder] connected with the main cylinder, automatic-'rdou ble acting control check valvesfin saidlconnectingsmeans adapted'to distribute/ and:equalize- V V the pressure within isaidj oylinders, and a lever assoc ated with said auxiliary'cylinde'r and connected with said "llverlever whereby said live lever isactuated by both cylinders' i when said control :check valve is overcome on excess pressure, V I l In .a brake system, in'gcombination, a

main .power cylinder, :a piston associated therewith, live and dead alevers operativ ely connected with thepiston andadaptedta'be 1 actuated thereby, ,a two-way automatic soon trol valve "adapted to be actuated at ia pre determined pressure audito equalize hi-gh pressure between said main cylinder --an d-an auxlliary cylinder having a-piston operatively ,oonneoted with said fi rst-.,mentioned piston, means. whereby "said first mentioned piston may be actuated separatelye-?ea-' w iith said auxiliary piston, and means whereby said valve may be mfanufally set foractnation at any desired pressure, 7

A In a brake-system, in combination, a mainpower cylinder connected w th :a source of :air pressure and having a piston,- an ex tension associated with-said} piston, dive-sand" dead levers operatively connected with said.

piston, an, auxiliary cylinder "having :a rpis ton, and anorm-ally inactive connection 'between' said auxiliary: piston andvthe. extension to said main 'pistonadapted to permit 1 i 1'00 independent, operation gof the main :piston and simultaneous operation {of both pistons,

means adapted-to operate both cylinders at the highest mean pressnrewhen 'fthe pressure on said'main:plstonexceedsapredetermined: i-j

5,. In-a brake system, -in -combination, a

pressure.

main power cylindeilfi conneoted' with a source-of a r pressure having piston,

an extensionassociated with saidpiston, live? and dead levers operat vely connected with said p stomanaumhary cylinden haying a piston, means-interposed wherebythe maxi mum pressure in said auxiliary cylinder is nection between said auxiliarypiston and equalized between the said :main andanx- -iliar y cyli-nders, a normallylHBrOii-lVQ-yQOlltheextension tjosaid main piston adapted, to

with respect to saidp-iston when said aux-i iliary-piston is actuated;

6. In a brake system,i.1n combination, a 5 ma n cylinder connected With a source of air, a mainrpiston having; aneXtensiomlive and dead levers associated with said piston adapted to be actuated thereby, an auxiliary 7 cylinder having a pipe connecting. it'with the main cylinder, a double automatic check A valve in said pipe adapted to be actuated on -predetermined pressure and to equalize the pressure insaid cylinders, a lever passively connectin said auxiliary piston with said extension and means adapted to actively con nect said lever withsaid extension when said auxiliary piston is actuated.

*i/In a brake system, in combination, a main power'cylinder having a piston provided with an extension, actuated mecha- 'nism connected with said piston, an auxiliary-cylinder and piston, means for supplying airithereto, a lever connected with said second piston and normally disengaged from said extension, and means for automatically engaging said lever with said extension when said-auxiliary piston 1s actuated and I means for equalizing pressure betweensaid cylinders.

'8.'In a brake'system, in combination, 'a'

main power cylinder having a piston pro vided with an extension, actuated mecha nism connected with said piston, an auxiliary piston, means for supplying air thereto and means for equalizing the pressure thereinwith the pressure in said main cy- -linder,a lever connected with-said second i piston and normally disconnected with said extension, and means for automatically connecting said lever with said extension when 'said auxiliary-piston is actuated, said means comprising a dog carried by sa d lever through whlch said extenslon passes, and

means normally holding said dog unlocked or at 'right an'glesto said extension 9. In a brake system, in combination, a main power cylinder having a piston: provided'with an extension, actuated -mechanisIn connected with said piston, an auxiliary piston, means for supplying air there to and for automatically raising the pressure in ther'main cylinderto a mean with the pressure in the auxiliary cylinder, a

lever connected with said second piston and --normally disconnected with said extension,

means for automatically connecting said lever with said extension when said aux-- iliary'v pistonis actuated, said means com- 7 prising a dog carried by said lever through which said extension passes, means normally holding said 'dogat right angles 'tosaid ex V power cylinder, and piston means adapted tension, and means for automatically canting said dog andholding it in gripping rela 'tion to said extension when said auxiliary piston is actuated '10. In abrakesystem, in combination, a

to be reciprocated by the piston thereof, an auxiliary power cylinder and mechanism normally disconnected from-said means, and

eeann means for connecting said auxiliary power mechanism with said firstv means on excess pressure in said main power cylinder and pressure in said prising a dog and means normally holding said dog in a position at rightangles tos aid. extenslon, said last means comprising a spring urging the dog into biting engagement and a pin and fixed stop urging-the dog in the opposite direction when the parts "are returned to normal position. V 12. In a brake system, in comblnation, a power cylinder having a piston, an extenan auxiliary, cylinder without leakage groove and piston, a pressure equalizing valve, a lever connected with said auxiliary piston, a -fixed part, and means carried by said lever sion adapted to reciprocate with said piston,

andnormally disconnected with said extension adapted to automatically connect with said extension when said auxiliary piston'is actuated; I I

18. In a brake system, in combination, a power cylinder having a piston, an extension adapted to reciprocate with said piston, a

non leakage groove auxiliary cylinder and piston, a control valve adapted to distribute and equalize pressure,a lever connected with said auxiliary piston, a fixed part, means car- 'ried by said levera'nd normally disconnected i with said extension adapted to automatically 7 connect with :said' extension when said auxiliary plston "1s actuated,'and means adapted to restore said connecting means to disc'onparts are returned nected position when the to full release position.

14. In abrake system, in combination, a main power cylinder, an auxiliary cylinder, a pipe connecting said cylinders, double check valves in said pipe permitting air to fiowin either directionand an equalizedair pressure 'on application and release of the brakes.

15. In a brake'system, in combination, a

main power cylinder, an" auxiliary cylinder,

a pipe connecting said cylinders, checlc valves in said pipe permittingair to'flow application and release of the lorakesfand means for connecting the auxiliarypiston vnth the main p ston when air flowsfrom the main cylinder to the auxiliary cylinder,

16. In a'brake system, in combination, a

main power cylinder, an auxiliary cylinder,

' a pipe comnecting said cylinders, a check and equalize pressure in either direction on valve in. said pipe automatically controlling brake mechanism associated with said power the flow of air and equalizing the pressure brake mechanism whereby the hand brake permitting air to flow in both directions on mechanism may be actuated independently 1 application of the brakes, means for conof the others.

5 necting the auxiliary piston with the main In testimony whereof I aflix my signer piston when air flows from the main cylinture. der to the auxiliary cylinder, and hand WILLIAM H. SAUVAG E. 

